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1 TERM OF REFERENCE MULTINATIONAL: DEMOCRATIC REPUBLIC OF CONGO REPUBLIC OF CONGO: PROPOSAL FOR A GRANT OF UA5 MILLION TO FINANCE THE STUDY ON THE ROAD-RAIL BRIDGE BETWEEN KINSHASA AND BRAZZAVILLE AND THE KINSHASA-ILEBO RAILROAD

2 Project goal MULTINATIONAL: DEMOCRATIC REPUBLIC OF CONGO REPUBLIC OF CONGO KINSHASA BARAZZAVILLE ROAD-RAIL BRIDGE AND KINSHASA-ILEBO RAILWAY STUDY RESULTS-BASED LOGICAL FRAMEWORK MATRIX Hierarchy of Objectives Expected Outcomes and Timelines Scope Performance Indicators Indicative Targets and Timelines Assumptions/risks 1. Contribute to opening and rehabilitating road and rail corridors in Central, Eastern, and Southern Africa Purpose of the study 1. FD and bidding documents for the Kinshasa-Brazzaville bridge 2. Feasibility of the Kinshasa-Ilebo railway 1.1 ECCAS, COMESA, and SADEC road and rail networks integrated; 1.2 Increased inter-regional trade; 1.3 Elimination of intra and extra flow interruption within ECCAS 1.1; Bridge feasibility report submitted within 7 months, and APS within 8 months; 1.2 Report on final design submitted in November Co-financiers committed for the implementation of the bridge project in February Solution approved by stakeholders in March 2010 for the bridge and August 2010 for the railway feasibility 2.2 Interest expressed by private operators and investors in the construction of the railway through PPP ECCAS, COMESA and SADEC zones Democratic Republic of Congo Republic of Congo CEEAC COMESA SAADEC Donors (ADB, WB, EC, DFID, IDB 1.1 Trade between countries located along the corridor 1.2 Transport costs 1.3 Travel time Sources: import-export statistics 1.1 Bridge project: location and design validated by stakeholders 1.2 APD and bidding documents for works on bridge available 1.3 Expression of interest and communication of amount 2.1 Feasibility report of Kinshasa -Ilebo railway line available and validated by stakeholders 2.2 Publication of expression of interest 1.1 Increase in trade among countries located along the corridor 1.2 Reduced transport costs between countries located along the corridor 1.3 Reduced travel time between countries located along the corridor Validation of bidding documents Source: Letter of approval from the executing agency (ECCAS) Audit reports - Continuation of cooperation policy between the two countries and ECCAS, SADEC, and COMESA integration programmes - Continuation of integration policies - Donors support for the construction of the bridge and railway - Steady improvement of security and stability in the region - Involvement of the private sector - Conduct of subsequent railway studies Quality of studies - Efficiency of CTM, CTF and of the ECCAS Activities/Inputs Sources: Consultant s Reports, Bank s Appraisal Report 1. Organization of donor meetings for works related to the bridge 2. Organization of presentation seminar 3. Execution of studies and audit 4. Recruitment of consultants 5. Shortlist of audit firms 6. Prequalification and preparation of short list of candidates for the bridge and railway - Technical options validated - The technical, socio-economic, and environmental feasibility study of the Kinshasa Ilebo railway submitted - The APD and DC reports for works and control of Kinshasa Brazzaville Bridge submitted - Bidding documents completed within the stated timeframe - The process of designating beneficiaries is conducted within the stated timeframe Resources Source Amount % ADF DRC RC Total Democratic Republic of Congo Republic of Congo CEEAC donors Bidding documents for consulting firm prepared Sources: Consultant s Reports, Bank s Appraisal Report - Preparation of study reports and bidding documents in accordance with the requirements of the Bank - Conduct of the Bank s monitoring missions - Organization and conduct of CTM and CTF meetings - Appointment of CTM and CTF members - Efficient role of the CTM and of the CTF - Feasibility of the bridge and railway - Efficient monitoring by the Bank, beneficiary countries and ECCAS - Provision of DRC and RC counterpart funds

3 1. INTRODUCTION 1.1 Under their cooperation within the Economic Community of Central African States (ECCAS), the governments of the Democratic Republic of Congo (DRC) and the Republic of Congo (RC) decided on the implementation of a project involving the construction of a bridge across the Congo River to link the capitals of the two countries, and of a 1,015 km railway to connect the cities of Kinshasa and Ilebo in the DRC. In order to build these infrastructures, ECCAS, on behalf of the two governments, submitted to the Bank a request for the financing of the study on the road-railway bridge between Kinshasa and Brazzaville and the feasibility study on the Kinshasa-Ilebo railway. 1.2 The implementation of the road-railway bridge project between Kinshasa and Brazzaville and the extension of the Kinshasa-Ilebo railway is intended to accelerate trade between the two countries and to: (i) ensure continuity of the transportation system along the Tripoli-Windhoek Corridor, adopted under the NEPAD Short-Term Action Plan, whose Central African section, comprising the Cameroon-Chad-Congo-DRC link, is aimed at linking Yaounde, Libreville, Brazzaville, and Kinshasa; (ii) allow for continuity of rail transportation from Matadi and Pointe Noire to the eastern border of the DRC and beyond, towards the eastern and southern parts of Africa (Zambia, Tanzania, SAR, Uganda, Rwanda, etc). Ultimately, the road-railway bridge project between Kinshasa and Brazzaville and the extension of the railway between Kinshasa and Ilebo will strengthen the process of regional economic integration and trade within ECCAS under the Consensual Transport Master Plan adopted by member countries, while facilitating the interconnection of road and railway networks in Central, Eastern, and Southern Africa. 1.3 These objectives are consistent with NEPAD s transport sector objectives, which include the strengthening of regional cooperation by interconnecting transport infrastructure networks in the regions concerned. The objectives are in line with: (i) the DRC and RC Country Strategy Papers (CSP); (ii) the ADF XI operational priorities, which lay emphasis on infrastructure, governance, and regional integration; and (iii) the African Development Bank Group s strategic and operational framework for regional operations. 1.4 The purpose of this grant proposal is to finance a study comprising two components: (i) the feasibility and final design of a road-railway bridge intended to link the cities of Kinshasa and Brazzaville, including terminal facilities, as well as connecting access roads to existing road and railway networks in both cities; (ii) the feasibility of the Kinshasa-Ilebo railway. 2. PROPOSED STUDY 2.1 Design and Formulation In order to build a viable and competitive sub-regional market, Central African States, working together within the Economic Community of Central African States (ECCAS), decided to pool their efforts with respect to both their economic potential and their human resources. Thus, noting the poor integration of their infrastructure networks and the high transport costs in the sub-region, the Heads of State and Governments of the Community indicated their willingness to consolidate road and railway infrastructures by adopting, in January 2004, a Central African Consensual Transport Master Plan (PDCT-AC), taking into account NEPAD s priority infrastructure projects. It is against this background that the DRC 1

4 and RC governments decided to conduct a study on a road-railway bridge between Kinshasa and Brazzaville and on the Kinshasa-Ilebo railway line This study was proposed as a project that would underpin the mobilization of financial resources needed to build a road-railway bridge between Kinshasa and Brazzaville and to determine the feasibility of the Kinshasa-Ilebo railway line, which is an extension of the structure envisaged This project has many distinct features that are worth taking into account: i) the future bridge is a link between two highly urbanized and growing urban centres; ii) the proposed bridge will be located between two countries, which, to date, have been facing difficulties harmonizing and rationalizing their immigration and customs procedures; iii) the bridge must necessarily be connected to the road and railway networks on both sides of the structure in both countries, and must take into account the development prospects of these networks; iv) the extension of the railway line between Kinshasa and Ilebo is 1,015 km long on its median route. Its future profitability is closely linked to the rehabilitation of the Ilebo-Lubumbashi railway line for operations, currently underway as part of the transport infrastructure rehabilitation project implemented by the DRC government; v) Several stakeholders are interested in these projects: public administrations, private operators, shippers, development partners, users, civil society Given these various considerations, it is necessary to i) incorporate into the bridge project, the construction of important road connections in terms of road networks (roads) and fairly long railway lines, as well as logistics platform facilities to house administrative and customs services, businesses and ancillary transport operations, in particular; ii) opt for a participatory implementation approach. The Terms of Reference of the two components of the current study duly took into account these elements, while leaving some room for new proposals from stakeholders (administrations, riparian populations, sector operators, users, consultants, etc.), both for the final design of the bridge and for the production of a preliminary design of the railway line. The inclusion of measures to facilitate passage on the future bridge is based on the Bank s previous experience with the corridor approach, aimed at ensuring smooth border crossing of people and goods. The same applies to measures taken to coordinate similar regional projects in which the Bank has already intervened The study will be implemented according to the following sequence: a) Bridge Component The Bridge component of the study will be implemented in two distinct phases: (i) the feasibility study, and (ii) the final design based on the development option chosen. A one (1)- month interval is envisaged after the feasibility phase to allow for the organization of a 2

5 seminar to validate the draft structure and its annexes. This interval will also give the Bank and other potential donors an opportunity to comment on the feasibility report. The study also takes into account a donor consultation meeting, envisaged after the final design phase, with a view to mobilizing the financial resources needed to implement the project. b) Railway component The railway component of the study will be implemented in one preliminary design phase comprising two parts: (i) a technical phase that will produce a proposed alignment, and (ii) a second phase focused on institutional, social, and environmental aspects, which will each be the subject of separate reports. An audit of the study accounts is also planned for the two components. 2.2 Objectives of the study The overall objective of the study is to design a set of infrastructures aimed at: (i) improving regional transport and trade systems through the construction of a fixed crossing linking Kinshasa and Brazzaville, and (ii) ensuring continuity in railway traffic from Matadi and Pointe-Noire to the eastern border of the DRC and, beyond that, towards the eastern and southern parts of Africa (Zambia, Tanzania, SAR, Uganda, Rwanda ), and consequently, facilitating railway network interconnections in Central, Eastern and Southern Africa. The specific objectives of each of the components of the study are presented below: a) Bridge Component The objectives of the component of the study relating to a bridge over the River Congo are to: (i) plan a structure that can provide the best conditions for trade across the River Congo, between the cities of Kinshasa and Brazzaville; (ii) improve access to coastal areas and economic integration between the DRC and the RC and, beyond that, between ECCAS member States along the Tripoli-Windhoek corridor, whose Central African section comprises the Angola- Republic of Congo -Democratic Republic of Congo-Republic of Cameroon-Central African Republic-Republic of Chad link. An illustrative map of the study area is provided in Annex 1. b) Railway Component The objective of the component of the study on the Kinshasa-Ilebo railway line is to consolidate the socio-economic viability of the Ilebo to Kinshasa railway line, with a view to linking the two main railway lines in the DRC (Kinshasa-Matadi et Ilebo-Lubumbashi), from Kinshasa, an extension of the Pointe-Noire-Brazzaville line and towards the central and eastern regions of the DRC. In this regard, the bridge over the Congo River constitutes a key structure that connects these railway networks. 2.3 Brief Description of the Study a) Bridge Component The structure that will be built will comprise the following key characteristics: 3

6 i) a road-rail bridge aimed at ensuring optimum security and cost-effective conditions for road and rail traffic, whose characteristics will be determined by the studies; ii) road networks on each side of the river, to link the structure to the road and railway networks in each country, with adequate measures; iii) detached (or joint) terminal infrastructures related to the specific nature of the implementation of the structure in a transborder area, to deal with administrative, police, customs issues, in particular, in relation to its operation (services, toll, special areas, ) The study will be conducted in (2) phases: (i) a technical and economic feasibility study comprising a technical or preliminary design phase, a socio-economic phase, an environmental phase; and (ii) a final design study also comprising the preparation of a contractors shortlist file (CSF) for the construction of the infrastructure and related structures and a shortlist for supervision of works. b) Railway Component The first phase of the railway study will comprise analysis of: (i) traffic data, social and economic information; (ii) aspects related to land use, topography, hydrology, geotechnics, climatic elements, construction materials, with a view to defining the different alignments possible and to proposing a preliminary design. The study will define the standard parameters for the design of the railway and determine the overall cost of construction. Following these analyses, the consultant will prepare a feasibility study report, which will clearly outline the most viable alternative options with their related costs and advantages, as well as recommendations on the optimal solution to be implemented (in each case). 2.4 Estimated Cost of the Study The estimated cost of the study, excluding all taxes and duties, stands at UA 5.44 million, of which UA 4.12 million in foreign currency and UA 1.32 million in local currency, for the two components. A summary of the estimated cost of the study is presented in Table 1 below. A detailed cost estimate is presented in Annex 4. Table 1: Estimated Cost of the Study (in UA million) Summary estimated cost of bridge and railway studies Costs in UA million Component FE LC Total Feasibility study and FD of bridge Railway Feasibility Study Audit Total Sources of Finance The study will be jointly financed by the ADF and the governments of the DRC and the RC, in accordance with the financing plan presented in Table 2 below. The ADF will finance up to 91.87% of the total estimated cost of the study; this represents 100% of foreign currency costs and 66.58% of local currency costs. The RDC and RC governments will finance 5% of the total cost of the study on the bridge, entirely in local currency. Only the government of 4

7 the RDC will contribute to the financing of the railway component of the study, in the amount of % of the total cost of this component, entirely in local currency. This distribution complies with ADF XI provisions for multilateral operations. In addition, these amounts will be allocated, in cofinancing with the ADF, to the TESTS component. A special account shall be opened in the General Secretariat of ECCAS to receive the counterpart funds expected from the countries The study will be financed according to the indicative plan presented in Table 2 below. Table 2: Financing Plan (in UA million) Source FE LC Total % of total cost ADF DRC government RC government Total The allocation of ADF financing by region and by country is presented in Table 3 below: Bridge Railway Bridge and railway Table 3: Allocation of ADF Financing (in millions of UA) Source Total % % of total cost ADF (Regional) % ADF-Country/DRC % ADF-Country/RC % TOTAL ADF / Bridge % ADF (Regional) % ADF-Country/DRC % ADF-Country/RC % TOTAL ADF / RAILWAY % ADF (Regional) % ADF-Country/DRC % ADF-Country/RC % TOTAL ADF / BRIDGE & RAILWAY % TOTAL ADF RDC 3,585 TOTAL ADF RC 1, Expenditure Schedule and disbursement modalities Disbursements for consulting firm contracts for the studies and for the audit will be made through the direct payment method, in accordance with the schedule of expenditures presented below. Table 4: Schedule of expenditures by category (in UA million) Expenditure Schedule Total Feasibility study and FD of bridge Railway feasibility study Audit of grant Total ORGANIZATION AND MANAGEMENT OF THE STUDY 3.1 Executing Agency The Economic Community of Central African States (ECCAS), through its General Secretariat based in Libreville (Republic of Gabon), will be the executing agency of the study. The project will be monitored and implemented according to the following arrangements: 5

8 i) For the Bridge component: establishment of a Joint Technical Monitoring Committee (CTM) by the DRC and RC, coordinated by the General Secretariat of ECCAS, in compliance with Decision No. 06/CEEAC/CCEG/XII/05 on the creation of committees to monitor and implement NEPAD priority projects in Central Africa. The two countries will elect a CTM bureau comprising: (i) a Chairperson; (ii) a Vice-Chairperson, and (iii) a Rapporteur. ii) For the railway component: establishment of a Railway Technical Committee (CTF) by the DRC, coordinated by the General Secretariat of ECCAS The project will be implemented by an implementation unit that will be established and located within the Department Responsible for Physical, Economic, and Monetary Integration. To that end, it should be noted that: (i) the ECCAS currently has two (2) senior infrastructure engineers within this department; (ii) the capacity of ECCAS will gradually be strengthened with the implementation of the new organizational chart adopted at the meeting of experts held in June A coordinator, a civil engineer and an administrative and financial assistant will be appointed to handle the administrative, technical and financial management tasks under the study in the implementation unit. The unit will be supported by a secretary. Coordination of the study will be entrusted, within ECCAS, to the Department Responsible for Physical, Economic, and Monetary Integration. The organizational chart of the ECCAS General Secretariat and the organizational chart of the study are presented in Annexes 3 and 5, respectively. 3.2 Management of the Study The study will be managed by the General Secretariat of ECCAS through the implementation unit, which will work in close collaboration with the CTM and CTF. As indicated above, the implementation unit will comprise a coordinator, a civil engineer, an administrative and financial assistant and a secretary designated for that purpose and regularly paid from the operating budget of the General Secretariat of ECCAS ECCAS is the executing agency of the electricity networks interconnection study in Central African Countries, financed by the Bank 1, whose implementation at the outset experienced delays inherent in the slow designation by the States and ECCAS of the members of the study monitoring committee. Such constraints will be addressed through anticipatory work for the implementation of the institutional framework for monitoring and managing the study of the bridge and the railway. The capacity of the ECCAS General Secretariat has been strengthened thanks to institutional support from the Bank, approved in 2004, and aimed, in particular, at providing it with a functional organizational chart and human resources to help it successfully fulfill its mission. The report of the October 2007 supervision mission indicates that the implementation of the project was relatively satisfactory. The experience acquired in these projects and the successive reinforcements in staff will enable ECCAS to be more operational as an executing agency. 3.3 Implementation Schedule The study will be implemented over a total period not exceeding sixteen (16) months, from the start-up date, expected to be August The summary implementation schedule of the study 1 The study was approved in 2003 by the Bank 6

9 is presented in Table 5 below. The detailed schedule of the two components is included in Annex 5. Table 5: Implementation Schedule A. Preliminary activities Bridge and railway components Responsibility Period Grant approval ADF October 2008 Signing of grant memorandum of understanding ECCAS/ ADF November 2008 Establishment of the CTM and CTF CEEAC/RDC- October 2008 to February 2009 RC/ADF Fulfillment of conditions precedent to first disbursement ADF April 2009 Preparation and approval of shortlists after prequalification ECCAS/ ADF November 2008 to January 2009 Preparation of bidding documents ECCAS/ ADF February 2009 Invitation to bid for consulting firms March April 2009 Evaluation and award of consulting firm contracts May 2009 Negotiation and signing of consulting firm contracts ECCAS/ ADF June - July 2009 B Conduct of study B.1 Bridge Component Launching of study Consultant Mo August 2009 Study inception report Consultant/ ECCAS Mo + 1 September 2009 Seminar to launch study Consultant/ ECCAS Mo + 1 September 2009 Submission of monthly progress reports Mo +2/3/4/5/6/7 October to December 2009 / January to March 2010 Submission of interim PD report Consultant Mo + 5 January 2010 First audit and audit report Consultant/ ECCAS Mo + 6 February 2010 Feasibility study report restitution seminar Consultant Mo + 7 March 2010 Presentation of PD final report Consultant Mo + 8 April 2010 Presentation of FD interim report ECCAS /Consultant Mo + 14 October 2010 Presentation PD and DCE final report Consultant Mo + 15 November 2010 Presentation of summary report Consultant Mo + 16 November 2010 Results dissemination seminar and donor roundtable ECCAS /Consultant Mo + 18 January 2011 Final audit and audit report Mo + 20 March 2011 B.2 Railway Component Launching of study Consultant Mo August 2009 Orientation report Consultant/ ECCAS Mo + 1 September 2009 Remarks of the administration on the orientation report Consultant/ ECCAS Mo + 1,5 October 2009 Presentation of report on proposed alignment Consultant Mo + 10 June 2010 Remarks of the administration on report on proposed alignment Consultant/ ECCAS Mo + 12 August 2010 Presentation of preliminary project report and draft works Consultant Mo + 14 October 2010 execution Remarks of the administration and of the ADF on the Consultant/ ECCAS Mo + 15 November 2010 preliminary project and draft works execution Summary of study ECCAS /Consultant Mo + 16 December 2010 Presentation seminar Consultant/ ECCAS Mo + 17 January 2011 Submission of final report Consultant Mo + 18 February 2011 Final audit and audit report Consultant Mo + 20 March Reports During the implementation of the study, the consultant will prepare, depending on the component, the inception report, the orientation report, the progress report, reports on the different phases, and the summary report of the study as well as the bidding documents for the selection of companies and consulting firms. These reports shall be simultaneously transmitted to the CTM for the Bridge component; to the CTF, for the Railway component; and to the ECCAS and the ADF, for both components. 7

10 4 PROCUREMENT 4.1. Two separate invitations to bid will be conducted for each of the two components of the study. Consulting firms will be recruited through competitive bidding, on the basis of a shortlist, after a prequalification process. Bids will be evaluated on the basis of the combined method of technical proposals and bid amount, in accordance with ADF Rules of Procedures for the Procurement of Consulting Services. Auditing services for the project will be procured through competitive bidding on the basis of a shortlist of consulting firms. The selection mode for the auditing firm will be based on the lowest price for comparable proposals. In all, procurement under this study will fall under four areas, namely, (i) lump sum remuneration of the consultant, including the fees of key personnel, the remuneration of support staff and testing costs; (ii) refundable costs comprising the cost of trips and transport, rental and operation of offices, editing of reports; (iii) costs related to the organization of seminars; and (iv) auditing. Thus, three contracts will be awarded: (i) a contract for the component of the study related to the bridge; (ii) a contract for the component of the study related to the railway; (iii) a contract for auditing the accounts of the study. The procedure for the procurement of services will be controlled by the ECCAS in collaboration with the CTM or the CTF, depending on the component concerned. 4.2 A general procurement notice will be published in the UN Development Business upon approval of the grant by the Board of Directors. The executing agency will submit the following documents for review by the Bank prior to their completion and publication: bidding documents (short list, request for proposal, letter of invitation); the bids evaluation report as well as the recommendations on the award of draft proposed (after the launching of consultation). 4.3 All procurements will be made in accordance with ADF rules for selection of consulting firms, on the basis of competitive bidding based on a short list. To reduce delays in awarding contracts so as to subsequently reduce the time between approval and start-up of the study and, to the extent that a short list will be prepared, ECCAS requested the authorization of the Bank to launch an advance procurement action procedure for the procurement of the services of consultants 2. The application of this procedure will help gain significant time for launching the study and making available the expected results. 5. RATIONALE FOR THE STUDY 5.1 One of the major constraints on the strengthening of the regional integration in Central Africa is inadequacy of transport infrastructures. No two capitals are linked by a fully tarred road, which constitutes a fairly major obstacle to regional integration. 5.2 Kinshasa and Brazzaville are the largest cities in the DRC and RC, with 8 million and 1.2 million inhabitants respectively. These two administrative and economic centres are located on opposite sides of the River Congo, which separates them, and are backed by fairly vast hinterlands which cover the territories concerned, including their maritime ports. Trade between the two countries is mostly concentrated around these large urban centres which constitute lower tier motor transport and railway terminals. Passenger flows and trade in all sorts of goods actually take place through rudimentary means. There is no fixed structure 2 The lauching of the advance procurement action procedure was authorized by the Bank. 8

11 linking the two cities, a situation which translates into an enormous loss of time and high transport costs and sometimes has fairly serious consequences on the security of people, resulting notably in loss of human lives. The level of trade is thus severely hampered by the absence of a fixed link across the river. Indeed, building a fixed structure between the two capitals would link road and rail networks, thus ensuring the regularity and security of imported or exported supplies along the Pointe-Noire to Matadi corridor. The bridge over the River Congo will provide a rail link between Pointe-Noire in RC and Kinshasa in DRC and towards the Matadi Port. It currently constitutes a key missing link in the Tripoli-Windhoek corridor, which is part of the NEPAD short-term action plan and whose Central African section comprises the Angola-Congo Republic-Democratic Republic of Congo-Republic of Cameroon-Central African Republic-Republic of Chad link. The Bank is currently involved in operations along this corridor, in the Republic of Gabon, on the "Fougamou-Mouila" segment, under works, and the "Mouila-Ndende-Doussala segment, towards RC, under study The link towards Ilebo is located along the Pointe-Noire-Kinshasa-Ilebo-Lubumbashi- Lusaka-Durban rail corridor. It will allow the Matadi-Kinshasa railway line to be extended all the way to this locality to attract mining traffic from the central part of DRC, promote trade towards the east and south-east of the country, and beyond, towards the eastern and southern parts of Africa. The study is justified by the commitment to facilitate the interconnection of railway networks in Central, Eastern, and Southern Africa. It is worth mentioning that the Bank is currently financing a feasibility study on the Isaka-Kigali-Bujumbura railway under the Tanzania-Rwanda-Burundi multinational project, whose implementation will consolidate the linking of railway networks in these regions. 5.4 The study will allow for the proposal of structures of paramount importance for infrastructure and trade development policies in the DRC and the RC, and for those of several ECCAS countries, such as Gabon, Cameroon, Chad, and the CAR. The construction of these structures will: (i) promote trade between the two countries; (ii) improve continuity of the transport system along the Cameroon-Gabon-RC-DRC corridor, passing through Chad and the Central African Republic; (iii) strengthen regional integration and trade process, notably within ECCAS 4 member countries and with the SADEC countries, and, finally, with COMESA countries. The bridge over the Congo River and the Kinshasa-Ilebo railway will thus support regional integration within the ECCAS, taking into account the weak trade between member states (foreign trade dominated by raw materials such as oil, mining and agricultural products) and the poor integration of existing transport infrastructures 5. The implementation of the project will have the following impact: reduce the time to cross the River Congo; strengthen and increase the free movement of persons and goods within the ECCAS; eliminate interruptions in the transport chain for the two road and rail transport modes; improve the efficiency of transport services and reduce associated costs. 5.5 These choices are reflected in the Central African Consensual Transport Master Plan (PDCT-AC) validated by CEMAC and ECCAS Heads of State and Government in December 3 The project was approved in Acquisition procedures are at a final stage. 4 Growth is led primarily by oil-producing countries such as Angola and Equatorial Guinea, whose growth rate in 2007 stood at 31% and 17%, respectively. 5 However, the network remains largely untarred (15% of a total segment of km tarred). Road density is one of the lowest in the continent (0.3 km/100 km² for tarred roads). 9

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